Engine-stater.



l. J. KANE.

ENGINE STARTER.

APPLICATION man FEB. 9.. 1914.-

Patented Dec. 4, 1917.

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JOHN J. KANE, 0F MILWAUKEE, WISCONSIN, ASSIGNOR '10 ALLIS-CHALMERS MANU-FACTURING COMPANY, OF MILWAUKEE, WISCONSIN, A CORPORATION OF DELA- WARE.

ENGINE-STARTER.

Specification of Letters Patent.

Patented Dec. 4, 1917.

, are of use in starting the engines of motor vehicles.

The object of the invention is to provide an improved starter ofcomparatively simple design that surely and eiiiciently accomplishes thestarting of an internalcombustion engine.

A further object is to provide an improved starting mechanism thatpresents to the operator extremely simple controlling devices which areincapable of being actuated for efiecting the starting operation, whenthe engine is running.

A further object is to provide a controlling mechanism for an enginestarting device comprising a single operating means which is effective,through a single opera tion, to cause the actuation of the enginestarting device by engine controlling mechanism, and to effectivelyprevent the operation of the engine starting device while the engine isoperating under its own power.

A further object is to provide an improved starting device embodying asingle dynamo-electric machine acting, at times, to produce current forvarious purposes, and insuring proper operation of this machine, at alltimes, as a generator or a motor.

Certain features of the invention and apparatus disclosed in thisapplication are disclosed in applicants co-pending application 808.907,filed Dec. 22, 1913, the claims of the latter application being genericto anything that may be considered common matter of the twoapplications.

These and other objects are attained by this invention, the variousnovel features of which will appear from the description and drawingforming part of this application, which discloses one embodiment of suchinvention. and will be particularly pointed out in the claims.

In the accompanying drawings:

Figure 1 is.-a diagrammatic view of an engine starting device embodyingthe invention,'certain parts being shown in section, and the initialoperating mechanism being shown in perspective.

Fig. 2 is a View in elevation of a modification of the initial operatingmechanism shown in Fig. 1.

Figs. 3, 4: and 5 are views in elevation of further modifications of theinitial operating mechanism and control means therefor, shown in Fi 1.

As shown in Fig, 1, an engine 4, has a flywheel 5 and a gear 6, fixed tothe crank shaft 7. A clutch 8, slidable on and keyed to a shaft 9, andurged into position by a spring 13 to effectively clutch a portion ofthe fly-wheel 5, is adapted to transmit power from the engine to atransmission or work shaft 10, through gears 11 and 12 on the shafts 9and 10, respectively. The clutch is adapted to be disengaged from thefly-wheel 5 by means of a. bell crank lever 14, operated through a.connecting rod 15 by a crank 16, mounted on a shaft 17. Power foroperating crank 16 may be efficiently applied through an arm or pedal 18integral with said crank. This crank is provided with an integralextension 19, for a purpose to be hereinafter described.

A dynamo-electric machine M, capable of use as either a generator or amotor, has its rotary part mounted on a shaft 21. This machine, in theform shown, is provided with both a series field winding 22 and a shuntfield winding 23; although, as is obvious, any machine capable ofoperation as a generator and motor might be used. In the preferredoperation of the starting device of this invention, the dynamoelectricmachine M is connected to a battery B, which supplies energy foroperating the machine as a compound wound motor to start the'engine;and, when the engine is up to speed and operating under its own power,the machine M is adapted to operate as a differentially wound generator,the shunt and series coils opposing each other, for feeding the batteryB. A switch S5 is provided for the purpose of establishing the properconnections between the dynamoelectric machine M and the battery it.This switch may be of any type suitable for the purpose, and is shown asa bridging member adapted, in one position, to bridge the machineterminal Sm and battery terminal Sb, to connect the machine M as acompound wound motor for engine starting purposes, and adapted, inanother position, which is the position shown in Fig. 1, to bridge theterminals Sm and S0, to establish proper controlling circuits for thedynamo-electric machine and battery circuits.

' A switch 50 is adapted to be operated by a coil 5l, connected, attimes, across the terminals of the machine, to close the circuit betweenthe machine and the battery. The circuit of this coil is closed throughthe switch S when the same is in normal, or enerator, position. Hence,it will be obvious that this coil may be so proportioned that the switch50 will close when the voltage across the terminals of the machine,acting as a generator, reaches any predetermined value, such as avoltage sufficient for battery charging purposes. To improve theoperation of the switch, it may be provided with a second coil in serieswith the circuit be-- tween the battery and the generator and effective,when the switch 50 is closed, to hold the same closed while current isflowing from the'generator to the battery, and to cause said switch to 0en when the generator voltage is less than t e battery voltage and thereis a reverse flow of current from the battery to the generator. It willbe apparent that when the switch S is in the position in which itbridges the terminals Sm and Sb, the circuit of the operating coil 51 isbroken, and thus the switch 50 remains in open position. It will beobvious that other arrangements may be used whereby the same effect maybe secured, that is, that the circuit between the dynamo-electricmachine and the battery remain open only while the machine, acting as agenerator, is operating at a certain voltage, such as is suitable forcharging purposes.

A gear 24 is mounted on the motor shaft 21, so as to be capable ofrotation relatively to said shaft, and meshes with the gear 6 on thecrank shaft 7. A clutch 25, keyed to and slidable on the motor shaft 21,is adapted to engage with a portion of the gear 24, to establish adriving connection between the motor shaft and said gear. A pinion 26 isalso secured to the motor shaft.

Mounted on an intermediate shaft 27, suitably positioned adjacent boththe motor shaft and the crank shaft, is a one-waydriving clutch 28,which may be loose on its shaft. The clutch comprises two parts, onepart 29 being provided with gear teeth to mesh with the motor pinion 26,and the other part 30 having a pinion 31, integral with, or securedthereto, and adapted to mesh with gear teeth 32 formed on the peripheryof a portion of the fly-wheel 5. This one-way clutch 28 may be of anysuitable general type, and is here shown as one in which a drivingconnection is made between the parts 29 and 30 when the part 29 isdriven by the motor pinion 26, and there is no driving connectionbetween the two parts when the part 30 is driven by the gear portion 32on the fly-wheel. In the type illustrated, the gear part 29 is mountedto rotate on an integral extension of the part 30 and is held againstaxial movement relative thereto by a collar 33 on said extension. Asillustrated, the gear part 29 is always in mesh with the pinion 26 onthe motor shaft; but, as will be obvious, an arrangement in which one orboth of the clutch parts are put the clutch 25 is engaged and the switchS "is in position to connect the terminals Sm and S0. The lever 41'- isactuated by a crank 43, through a rod 42. This crank 43 may,conveniently, be loosely mounted on the shaft 17, although anyconstruction that will permit',-at times, the operation of the crankwhen the crank 16 is operated, will suffice. The crank 43 is providedwith an electromagnet 44, the core 45 of which, in the energizedcondition of the magnet, is extended into thepath of the projection 19of the crank 16. In the construction illustrated, the magnet casing isshown as being integral-with body. of the crank 43.

It is desirable that the crank 43 be operated to actuate the lever 36and the switch S, through the bell crank 41, only when the engine is tobe started. One way of accomplishing this result is to have the core 45extended into the path of the projection 19 on the crank 16 only when itis desired to start the engine, so that the operation of the pedal 18,to unclutch the transmission shaft 10 from the engine shaft, actuatesthe crank 43, which in turn causes the actuation of the clutch lever 36and switch S, against the tension of the spring 40.

As shown, the terminals of the operating coil 44 are connected toopposite sides of the battery B, and a spring pressed push-button switch48 is inserted in this circuit 47. This switch is normally open, and-themomentarily closed circuit condition thereof is suflicient to, energizethe magnet 44, so as to project the core 45 into the path of theprojection 19 on the crank 16. The core is normally drawn into themagnet by the is provided with a notch 54 to recelve alever 55, urged'tonotch-engaging position- That portion of the core that extends beyondthe crank 43, when the magnet is energized,

by a spring 56, and limited in its notch releasing movement by a stop155 on crank' 43. It will be obvious that this springpressed leverengages in the'notch as soon as the core is extended from the magnet,

and thus serves to hold the ,core in extended position, independently ofwhether the cirg' cuit of the magnet remains closed at the switch 48, ornot. As a matter of fact, the

push button 48 is ordinarily relieved of op-v erating pressure almost assoon as contact ing parts are so relatively disposed that,

when the core 45 is extended into the path of the projection 19 and heldinsuch-position by the locking lever 55, the first portion of themovement of the pedal 18 moves the extension 58 along a cam portion ofthe pawl 156, moving the latter in a clockwise direction againsttheforce of the spring 57 The parts are so related thatthe extension 58clears the end of the pawl 156 before the part 19 comes into engagementwith the extended core 45, the end of the pawl being thereupon swungunder the extension by the spring 57. Further operation of the pedalcauses the portion 19 to engage the core 45 and thus-move the crank 43on its pivot, actuating the bell crank 41, and, through the latter, theswitch S and the clutch 25.

When the engine is operating under its own power, the pedal 18 isrelieved of pressure, the spring'18 acting to return the crank 16 tonormal position. The pressure of the pedal operated crank 16 beingremoved from the crank 43, the latter is returned to normal position bythe spring 40, acting through the bell crank 41 and connecting rod 42.The crank 16 having a slightly greater angular movement than the crank43, a portion of the movement of the crank 16 must, necessarily, beindependentofthe movement of the crank 43. By making the spring 57 ofgreater strength than the spring 56, the crank 16, on account ofthe'engagement of the extension 58 with the upper side of the pawl 156,first moves the holding e sion 56 force the pawl 156 in a clockwise.directionuntil the extension clears the edge of the pawl, allowing theparts to again assume the.;.position shown in Fig. 1.

A switch 62 is interposed in the circuit 47 of the magnet 44. Thisswitch is normally in closed position and is operated to open positionwhen the machine "M is operating as a generator. The means shown foropening this switch is a magnet 63, the circuit 64 of which isconnectedacross the terminals of the machine when the same is, operating. as agenerator, the points of connection of this operating coil and of thecoil 51 of the switch 50, being the same. The coil 63 may be of suchdimensions that the switch 62 is actuated to open position as soon asany appreciable voltage is produced at the terminals of the machine.With this switch open, it will be apparent that the operation of thepush-button 48 will not sufiice to operatively connect the crank 43 withthe crank 16, while the engine is running, and that the'crank 16 may beoperated at any time while the engine is running to actuate the clutch8, independently of the starting mechanism.

With'the apparatus as shown in Fig. 1,

.the engine is at rest, the circuit between the dynamo-electric machineM and the battery.

Upon closure of this circuit, the magnet is energized to extend the core45 into the position shown in Fig. 1, the core being held in thisposition by the engagement of the holding lever 55 in the notch 54 ofthe core, and this holding exists even though the switch 48- ispermitted to open immediately.

()peration of the pedal 18 causes the re lease of the clutch 8, and,further, causes the extension 58 to move over the end portion of thepawl 156, and the part 19 to engage the core 45'and move the crank 43,thus actuating the bell crank lever 41 to unclutch the gear 24 from themotor shaft ,21 and operating the switch S to the position in which itcloses the circuit between the battery and the dynamo-electric machine,through the terminals S7) and Sm. Energy is now furnished by the batteryto cause the machine M to operate as a compound wound motor, the shuntand series fields assisting each other. It is to be noted that, in thisposition of the switch S, the circuits of the coils of operating magnets51, 60 and 63, are open and, hence, there can be no operation oi theswitches 50 and 62. The machine It acting as a motor, now operates theengine shaft through the pinion 26, the one-way glutch 28, and thefly-wheel gear portion hen it is apparent that the engine is operatingunder its own power, the pedal 18 is relieved of further pressure,allowing the spring 13 to operate the clutch 8 and to return thepedal-operated crank 16 to normal position through the bell crank 14 andconnecting rod 15. As the crank 43 is relieved of the pressure of thearm 19,the spring 40 acting through the bell crank 41 and connecting rod42, serves to return the crank 43' to its normal position and towithdraw the holding lever 55, allowing the spring 52 to withdraw thecore 45 from the path of the projection 19, and the parts to return tothe position shown in Fig. 1. The return movement of the crank 43, dueto the action of the spring 40, also operates the lever 36 to clutch thegear 24 to the motor shaft, and returns the switch S to normal positionin which it bridges the terminals Sm and S0, establishing the circuit ofthe operating coils 51 and 63, across the terminals of the machine M,which is now operating as a generator. The winding of the coil 51 may besuch that on the production of a voltage sufiicient to efiectivelycharge the battery B, the switch 50 will be operated to close thecircuit between the machine M, now acting as generator, and the batteryB to charge the same.

As the one-way clutch 28 is of sucha type as to prevent driving of themotor shaft 21 by the engine shaft, it will be apparent that,

even though the crank 43 is not allowed to return to normal positionimmediately upon the starting of the engine, no damage will result tothe dynamo-electric machine. As the crank 43 automatically returns tonormal position as soon as the pedal 18 is relieved of pressure, it willbe impossible to leave the mechanism in starting position. Further,,asthe circuit of the operating magnet 44 is opened by the switch 62immediately upon return operation of the pedal, it will be apparent thatthe starting means cannot be brought into operation at any time whilethe engine is running.

In Fig. 2 is shown a modification of the initial starting mechanismshown in Fig. 1. In this modification, the part 19 of the crank 16 isprovided at its end with a transverse extension 71, and the crank 43 isprovided' with a pivoted lever 72 having a hookshaped end portion73'adapted to be moved into the path of the extension 71 on crank 19.The magnet 44is provided with a stationary core and the opposite end 74of the lever 72 acts as an armature that is drawn into engagement, withthe core on the energization of the magnet, to project the hookshapedend 73 into the path of the extension 71. The magnet 44 is shownas'being held in place relatively to the crank 43 by supports 75. Aholding lever 80, having a shoulder 76 at its end, is pivoted on thecrank 43, and

position.

is urged by the spring 81 to such a position that it engages anextension 79 on the lever 72 to,hold the hook-shaped portion of thislever in position in the path of the projection 71, to which position itis drawn by the magnet. The portion 73 is normally held out of the pathof the projection 71 by a spring 77, and is limited in this withdrawalmovement by engagement with a stop 78. The portion 19 of the crank 16 isprovided with a pawl 83, urged by a spring 84 against the stop 85, tolimit its anti-clockwise movement. The holding lever 80 is provided withan extension 82 in the path of the pawl 83. The connections of thecircuit of the magnet 44, and the controlling switches therefor, of thedevice shown in this figure are similar to those shown in connectionwith the initial starting mechanism of Fig. 1.

As shown in Fig. 2, the parts are in the1r normal, inoperative position,such as they occupy when the motor is at rest. In starting the engine,on the closure of the circuit of the magnet 44, the lever 72 isoperated, through its armature portion 74, to project the hook-shapedend 73 into the path of the projection 71 on the crank 16. This movementof the lever 72 allows the spring 81 to actuate the holding lever 80 tosuch a position that the shoulder 76 on the end thereof engages beneaththe extension 79 on the lever 72. It will be obvious, then, that,independently of whether the circuit of the magnet 44 is open, or not,the extension 73 will be held in the path of the projection 71 on crank16. The pedal 18 can then be operated, the first portion of the movementthereof causing a cam portion at the end of the pawl 83 to ride over theend of the extension 82, as the pawl rotates in a clockwise directionagainst the force of the spring 84. Continued operation of the pedalcauses the proj ection 71 to engage beneath the hook-shaped portion 73,and, through this engagement, causes the actuation of the crank 43 andthe operation of the clutch 25 and switch S, through the connecting rod42, and also causes the full dis-engagement of the clutch 8.

When it is apparent that the engine is operating under its own power,the pedal 18 can be relieved of further pressure, spring 13 acting toengage the clutch 8 with the clutch portion of the fly-wheel and toreturn the crank 16 to its normal position. As the return angularmovement of the crank 16 is slightly greater than .the return movementof the crank 43, the crank 19 is capable of a limited movement relativeto the crank 43 when the latter is in its normal, inoperative Duringthis independent move ment of the crank 19, the hook-shaped end of thepawl 83, through its engagement with the extension 82, operates theholding lever best operation of these parts, it is preferable that thespring 84 be stronger than spring 81.' Further movement of the crank 19to its normal position allows the pawl 83 to pass off the extension 82,and. to return to the positionshown. When controlling circuits andregulating switches, such as are shown in connection with the disclosureof Fig; 1, are used with the type of starting mechanism shown in Fig. 2,it will be apparent that this startingmechan-ism-is incapable of beingactuated when the engine is running under its own power.

In the form of the invention shown in Fig. 3, initial actuatingmechanism of the type shown in Fi 2 is modified to the extent thattheholding lever 80 is returned to normal position, after the startingoperation, to allow the pivoted arm 72 to return to its normal position,by an electromagnet 86, the extension 82 of the lever 80 forming anarmature'for this magnet. The circuit of the magnet 86 is supplied fromthe circuit 47, which also'supplies the circuit of the operating magnet44 and is closed, at-times, by the switch 62, as when this switchbridges the contacts 87 and 87". This latter bridging operation occurswhen the operating coil 63 is energized in response to the action of themachine M as a generator. In response to the action of this operatingcoil, the switch 62 is moved to open position, and, during thismovement, the switch may bridge the contacts 87 and 87 If desirable,this movement may be retarded, as by a spring-pressed piston 88 anddash-pot 89, so that the bridging portion of the switch remains incontact with the terminal contacts 87 and 87 for an appreciable intervalof time. Energization of the magnet 86 causes the attractionof thearmature extension 82 and the consequent release of the operating lever72 and its movement to normal position. As the switch 62 is free to movebeyond this circuit closing position,

it will be obvious that both the circuit of the releasing magnet 86 andthat of the operating magnet 44 will be open while the engine is runningunder its own power.

In the modification shown in Fig. 4, means for holding thespring-pressed push-button switch closed for an appreciable interval oftime, which may be approximately 20 or 30 seconds, is substituted formechanical means for holding the core 45 extended into the path of theprojection 19 on the crank 16. The contacts on the switch rod 94 may becomparatively elongated, or the switch contacts may be elongated, andthe rod may be provided with a piston 95, 'Inovable in a fixed dash-pot96. Movement of the piston into the dash-pot is unretarded, thusallowing a comparatively quick movement of the switch to closedposition. A leak port may be provided in the piston 95 of such size asto retard the opening movement of the switch to any desired extent. Anelectromagnetically-operated latch 97 may be provided to positivelyprevent the actuation of the switch 48, through engagement of the latchwith a projection 99 on theoperating rod 94, when the engine isoperating under its own power. A convenient way of operating this latchis to connect the circuit of the latch-operating magnet to the supplycircuit 64 of the switch 62. It will be obvious that the latch 97 may beused'as an alternative actuation-preventing means to the switch 62,which opens the circuit of the operating magnet 44, when the engine isstarted; or both the'latch-97 and the switch 62 may be. used -as adouble preventive means to insure that the starting mechanism isincapablefof I actuation when the engine .is running.

In this form of initial actuating mechanism, shown in Fig. 4, the engineis ut in -operation by actuating the .pushutton switch to closedposition, the retarding means being so adjusted as to hold the circuitof the operating magnet 44 closed for a period of time sufficient toenable the operator to conveniently accomplish the starting of theengine. As a matter of fact, five or ten seconds will prpbably besuflicient, but this time interval can' be made of any duration desired.On the actuation of the switch to closed position, the core 45 is extended into the path of the projection 19, so

that actuation of the pedal 18 will effect the operation of the clutch8, switch Sand clutch 25. When the time interval, for which theretarding device of the switch 48 is set, which should be sufiicient toallow the motor to turn the engine over a few times has expired, .theswitch 48 will open and thecore 1 45 will be withdrawn, allowing thespring 40 to return the crank 43 to initial position, and to clutch thegear 24 to the motor shaft and return the switch S to generatorposition. As soon as the machine M begins to operate as a generator, thelatch 97 will be operated, to prevent any subsequent closing of theswitch 48 while the engine is operating under its own power, andtheswitch 62 -will'be operated to open the circuit of the magnet 44.

In connection with the 'form of initial starting mechanism shown in Fig.4, it will be obvious that means other than the dashthe'engine startingoperation is completed, this latch may be tripped by means associatedwith the switch 62 or by a separate magnet, such as the operating magnetof the latch 97, shown in this figure.

In the modification shown in Fig. 5, the circuit of the operating magnet44 is held closed during the engine starting operation, as in themodification shown in Fig. 4. stead of providing means for holding thepush-button switch 48 in closed position during the starting interval,means are provided for closing a holding shunt around the push-buttonswitch 48. An extension of the core 45 is provided with a bridgingmember 102, which, in the energized condition of the magnet 44, bridgesthe contacts 103 and 104 insulatedly mounted on an extension 105 of themagnet casing. It will be apparent that the switch 102 will be operatedto closed position to complete a holding circuit for the magnet, as soonas the switch 48 is in closed position, and this holding circuit willremain completed even' though the switch 48 opens immediately. when thepushbutton is relieved of pressure. The core 45 will remain in extendedposition until the engine starting operation is completed, and themachine M, acting as a generator, is driven by the engine, operatingunder its own power. At this time, the switch 62 will be actuated toopen the circuit 47 of the magnet 44, allowing the spring 52 to returnthe core to withdrawn position and to open the switch 102. Since theswitch 62 remains in open position, it will be impossible to actuate thestarting mechanism while the engine is running.

It will be apparent that, in all of the modifications disclosed, it ispossible to accomplish the starting of the engine by a single actuationof the clutch operating pedal and a controlling device, such as apush-button, and that this controlling device need not be held inactuated position for any appreciable length' of time. Such a startingsystem will relieve the operator of any necessity for any furtheractuation of any devices to disconnect the starting mechanism from theclutch-operating pedal after the engine has been started, theperformance of which disconnecting operation may be very easilyneglected, which neglect may cause damage to the operating parts.

It will be obvious that, in accordance with this invention, a startingdevice is provided that presents no additional control features to theoperator, as, for instance, on the dashboard of the vehicle which isprovided with such an engine starting device, other than a singlepushbutton, thus avoiding any comlication of control devices. Again, itwill e apparent that there is no danger of interfering with the startingdevice, at any time, when the engine is running, for the only controlmeans at hand at such time, namely, the puslrbutton, is ineflective tocause operative engagement between the clutch or other operating pedalor arm and the actuating mechanism of the starting device.

It is to be understood that it is not dedesired to be limited to theexactdetails of construction shown and described, for obviousmodifications will occur to a person skilled in the art.

It is claimed and desired to secure by Letters Patent:

1. In combination, an engine, a shaft operable by said engine, means forcontrolling operation of said shaft by said engine, means for startingsaid engine, and means normally inoperative and operable to mechanicallyassociate said controlling means and said en-.

gine-starting means for dependent operation to permit actuation of saidstarting means on actuation of said controlling means, and meansoperative on a return operation of said controlling means for renderingsaid associating means inoperative,

said associating means being incapable of,

being rendered operative for associating purposes when said engine isrunning at a speed as great as that corresponding to operation under itsown power.

2. In combination, an engine, a shaft operable by said engine, means forcontrolling operation of said shaft by said engine, mechanism forstarting said engine, means normally inoperative and operable tooperatively associate said controlling means and said engine-startingmechanism to permit actuation of one of said parts by the other, meansfor causing actuation of said associating means to effective associatingposition, means for maintaining said controlling means and saidengine-starting mechanism operatively associated, said latter means be:ing rendered inoperative upon return of said starting mechanism tonormal position subsequent to its actuation for engine-startingpurposes.

3. In combination, an engine, a shaft operable by said engine, means forcontrolling operation of said shaft by said engine, mechanism forstarting said engine, means for operatively associating said controllingmcans and said engine-starting mechanism whereby said engine-startingmechanism may be actuated on actuation of said controlling mechanismfrom normal position, and latching means for maintaining said partsoperatively associated, said latching means being rendered inoperativeon the return of said controlling means to normal position subsequentlyto its actuation for engine-starting purposes.

4. In combination, an engine, a shaft operable by said engine, means forcontrolling operation of said shaft by said engine,

mechanism for starting said engine, means normally inoperative andoperable to operatively associate said controlling means and tainingsaid parts operatively associated,"

said maintaining means being rendered inoperative on the return of oneof said parts to normal position subsequent to its actuation forengine-starting purposes. I

5. In combination, an engine, a shaft opcrable bysaid engine, means forcontrolling operation of said shaft by said engine, mechanism forstarting said engine, electromagnetically actuated means for operativelyassociating said controlling means and said engine-starting mechanism topermit actuation of said engine-starting mechanism on actuation of saidcontrolling means, and means operative to maintain said controllingmeans and said engine-starting mechanism operatively associated, saidlatter means being rendered inoperative by said controlling means on itsreturn to normal position on the completion of the enginestartingoperation.

6. In combinatioman engine,-a shaft operable by said engine, means forcontrolling operation of said shaft by said engine, mechanism forstarting said engine, and a control device rendered operative by themomentary application of power to a portion thereof to causesaidstarting mechanism to be operatively associated with said controllingmeans for actuation by the latter and to remain in such operativeassociation for a period of time normally sufficient to enable saidengine to attain a speed corresponding to operation under its own power.

7. In combination, an engine, a shaft 0pcrable by said engine, means forcontrolling operation of said shaft by said engine, means for startingsaid engine, and instrumentalities for causing said starting mechanismto be operatively associated with said controlling means for actuationby the latter, said instrnmentalities comprising an elcctromagnet andbeing rendered operative and maintained in operative position during aperiod normally of sufficient duration to enable said starting mechanismto cause said engine to come into operation under its own,

power by the momentary closure of the energizing circuit of saidelectromagnet.

8. In combination with an internal cornbustion engine, a clutchoperatively' associated with said engine, means for actuating saidclutch, mechanism for starting said engine, and means operable onlywhile the speed of said engine is less than that corresponding tooperation under its own power and effective to cause the operativeassociation of said clutch-actuating means and said starting mechanismwhereby said starti in" mechanism can be ut into 0 eration b saidclutch-actuating means, said operative association being automaticallydiscontinued onthe movement of said clutch actuating means to normalposition subsequent to its actuation for engine-starting purposes.

9. In combination with an internal combustion engine, a shaft driventhereby, a

clutch for connecting said engine and said shaft in drlving relation,astarter for said engine comprising a motor, means biased to inoperativeposition and inoperable while for establishing driving relation betweensaid motor and said engine, said associating means being renderedinoperative on the return of said actuating means to normalpositionsubsequent to its actuation for efi'ecting driving relation between saidmotor and said engine.

10. In combination with an internal combustion engine, a shaft driventhereby, a clutch for connecting said engine and said shaft in drivingrelation, a starting device for said engine, and mechanism forestablishing driving relation between said starting device and saidengine, and 'means'operable only when the speed of said engine is lessthan that corresponding to self-actua tion and effective to operativelyassociate said clutch and said echanism for dependent operation, meanssubsequently operative to maintain operative association of said clutchand said mechanism, said latter means being automatically renderedineffective on the return of said clutch to normal position, and saidclutch being capable of independent operation when said engine isrunning.

11. In combination, an engine, a clutch operatively associated with saidengine, means for actuating said clutch, mechanism for starting saidengine comprising a dynamo-electric machine capable of operation as amotor, a battery adapted to supply energy to said machine, ,the circuitbetween said battery and said machine being open when said engine is atrest, switch means effective to close said circuit, and means normallyinoperative and operable only when the speed of said engine is belowthat corresponding to self-actuation. for operatively associating saidclutch-actuating means with said switch means to cause the starting ofthe dynamo-electric machine as a motor on the actuation of the clutch,such operative association being automatically discontinued on therelease of said clutch subsequent to such actuation thereof as causesstarting of said machine. i

12. In combination, an engine, a clutch operatively associated with saidengine,

' winding and a plurality of field windings and capable of operation asa generator or a motor, a battery adapted to absorb energy from orsupply energy to said dynamo-electric machine, switch means normallyopera tlve to connect sald machine as a generator with the circuitbetween the battery and the machine normally open and effective to closesaid circuit and cause said machine to operate as a motor supplied withenergy from said battery, and means normally inoperative and operableonly when said engine is at rest or' is running at a speed less thanthat corresponding to self-actuation for operatively' associating saidclutch-actuating means with said switch means whereby said switch may beoperated on actuation of said clutch, said operative association beingautomatically discontinued on release of said clutch actuating meanssubsequent to its actuation of said switch.

13. In combination, an engine, a shaft operable by said engine, meansfor controlling operation of said shaft by said engine, mechanism forstarting said engine, and means normally inoperative and capable attimes of operatively associating said starting mechanism with saidcontrolling means for actuation of the former on actuation of thelatter, and means operable through momentary application of Power to aportion thereof for rendering aid associating means operative, saidrendering means being inoperative when the speed of said engine is asgreat as that corresponding to self-actuation.

1a. In combination, an engine, a shaft operable by said engine, a clutchfor controlling operation of said shaft by said engine, means foractuating said clutch, mechanism for starting said engine, and meansnormally inoperative and capable at times of operatively associatingsaid starting mechanism with said clutch-actuating means for actuationof the former on actuation of the latter,

and means for rendering said associating me ns operat1ve,said renderingmeans being operable through momentary application of power to a portionthereof and effective to maintain said associating means operative for aperiod of time normally suiiicient to permit said engine to be startedfrom rest and to attain a condition of self-actuation. I 15. Incombination, an engine, a shaft operable by said engine, means forcontrolling operation of said shaft by said engine, mechanism forstarting said engine, and means normally inoperative and operative attimes to operatively associate said starting mechanism with saidcontrolling means for actuation of one part on actuation of the otherpart, and electro-ma etically actuated means for rendering saidassociated means operative, said rendering means being operable throughthe momentary closure of the energizing circuit of the electromagnet andbeing effective to maintain said associating means operative for aperiod of time nornially sufiicient to permit said engine to be startedfrom rest and to attain a speed corresponding to actuation under its ownpower. 7 In testimony whereof, the signature of the inventor is aflixedhereto in the presence of two witnesses.

JOHN J. KANE. Witnesses:

W. H. LmBER,

Ron. E. Snow.

